Control mechanism



1936- v. w. KLIIESRATH ET AL 2,064,612

CONTROL MECHANI SM Original Filed Aug. 28, 1931 INVENTORS.

By For .5 5,4/vFo/P0 ATTORNEY Patented at, is, let

lit Cla This invention relates to controls, especially for ord, New York, hi. it esrath Corporation, a tlcn cf New Worth Application Ant 2%, 1931, Serial Renew Fehru 2t, 19

,, tonth Bend, Ind-i (m. EW-wfii) brakes and/or clutches, and is illustrated as embodied in an automobile having power operation of the brakes and the clutch.

An object of the invention is to provide simple mechanism for controlling the brakes and the clutch, and preferably also the throttle, and which is adapted for power operation. In one arrangement the accelerator pedal, which normally operates only the throttle, is connected to control power operation of the clutch and also to control power actuation of the brakes, independently of the usual brake pedal, which can be manipulated in the usual manner if desired but which is unafiected by the application of the brakes under the control of the accelerator.

Preferably the reverse is also true, the accelerator connections being unaffected by manipulation of the brake pedal, although We prefer that the brake pedal as well as the accelerator be arranged to control the power for the brakes and also to apply physical force thereto.

The above and other novel combinations of parts and desirable particular constructions, constituting features of the invention, will be apparent from the following description of the illustrative embodiments shown in the accompanying drawing, in which:

Figure l is a diagrammatic partial longitudinal section through an automobile, showing the above-described connections in side elevation;

Figure 2 is a section through one of the control valves;

Figure 3 is a front elevation of the brake pedal and adjacent parts;

Figure 4 15a partial section, corresponding to part of Figure l, but showing a different arrangement of the brake and accelerator mdals;

Figure 5 is a front elevation, corresponding to Figure 3, but showing thebrake pedal of Figure 4.

Fig. 6 is an enlarged detail top plan view of the piston rod and its connection to, the control levers,

nected to a. bellcrank lever 2e arranged below the floor-board.

springs it and it.

The clutch pedal it, or its equivalent, when not manually operated is operated by power from a device shown as including a vacuum cylinder 26 containing a piston 29 connected pivotally to the pedal. The cylinder 26 is connected to the in- 5 take manifold 92 by means such as a conduit 36 controlled by a valve 32 shown in detail in Figure 2, but not claimed herein as it is the invention of victor W. Kliesrath, and is fully described and is claimed in his application No. 568,081, filed Octo- 10 ber 10, 1931.

The valve 32, in the form illustrated, includes a fixed casing as having an inlet 3t communicating with the manifold i2 and an outlet 38 communicating with the conduit 30. Within the cyl- 15 inder formed by this casing is a valve piston M, urged toward the left by a light spring 42 to place the outlet 38in communication with the atmos-- phere through openings dt, so that in this position the clutch is engaged. 20

The valve piston in may be pulled to the right, to place inlet 36 in communication with the out-' let it through an annular passage 46, by means such as a tension wire or the like 48 passing through an opening in a threaded end plug 59 5 which holds a cover or baflle cup 52 protecting the openings at. K

Movement of the valve piston is facilitated by a vent it in the end of the valve casing, and by an inwardly-opening check valve 56 which per- 30 mits the piston to move freely to the right but slows up its movement to the left to cause clutch engagement. The piston may also have a friction washer it to promote uniformity of movement during clutch engagement.

The valve piston is connected, through the wire $8 and a coil spring 69, with a bracket 62 or the like fixed on the throttle-actuating rod 65 which is operated by means such as a centrally-pivoted accelerator 56 against the resistance of return 40 The connection to the throttle is preferably through a lost-motion means such as a slot l2, so that the accelerator may be further operated after the throttle is closed, and also (by stretch- 45 ing spring 50) after the valve piston at is in its extreme right-hand position. In the normal position with the foot ofi the accelerator, the throttle is closed as shown, and the valve piston 50 has L been shifted to the right to disengage the clutch 50 after the closing of the throttle, thereby taking up part of the lost motion. To this end the spring it is substantially stronger than spring t2, but is not strong enough to overcome spring 60.

Depression of the heel end of the accelerator 56 pedal 66, without disturbing the closed throttle orv the right-hand position of valve piston 40 which holds the clutch disengaged, except to stretch the spring 60 and hold the valve piston somewhat more firmly, operates a thrust link 16 having a slot 19 having lost-motion connection with a pin 18 carried by the end of bellcrank lever 24 thereby applying the brakes.

The slot 19 also engages, in lost motion fashion, the pin 11 on the piston rod I5, whereby movement of the link 16 may overrun the piston rod.

At the same time it operates, through a bracket I62 on the throttle connection 64, and preferably through a tension spring I66, a connection I48 to a second valve I32 of the same construction as valve 32, and which is timed to be actuated only uporedepression of the heel end of the accelerator a Valve I32 controls communication between the intake manifold I2 and a conduit I30 leading to a brake power cylinder I26 containing a piston or the like I28 having a lost-motion slotted connection to lever 24. Thus depression of the heel of the accelerator pedal not only applies physical power to the brakes but also applies vacuum power thereto.

We prefer to provide also a service brake pedal 60, loosely pivoted for example on the fulcrum shaft of bellcrank lever 24, and depressible against the resistance of a spring 82 into engagement with the oppositely extended end of the pin 18, thereby also to apply physical force to the brake connections; If desired, the pedal may be depressed by the left foot (since the clutch is held out by power), while at the same time the accelerator 66 is depressed at its heel end by the right foot.

If desired, pedal 60 may have a wire or other connection 84 acting through a coil spring 260 on the wire I48 to open the valve I 32, the wire being shown as passing over a fixed pulley 86 so that it is tensioned by depressing the pedal. By this arrangement the pedal 80 controls the brake-applying power device as well as the accelerator.

In the alternative arrangement of Figures 4 and 5, the pedal 80 engages the bellcrank' lever I24 which applies the brakes and which also is connected to the accelerator 66, so that the pedal also pulls down the accelerator to close the throttle and open both the valves 62 and I32.

While two illustrative embodiments have been described in detail, it is not our intention to limit the scope of the invention to those particular embodiments, or otherwise than by the terms of the appended claims. It is not our intention to claim herein any of the subject-matter of applications Nos. 557,241 and 557,242 flied August 15, 1931, by Victor W. Kliesrath, the invention of the present application being junior thereto, 7

We claim:

1. A vehicle having a throttle, a power clutch, and a power brake, an operating member controlling the throttle andthe power for the clutch and the power for the brake and also arranged to apply manual pressure to the brake, and another operating member arrangedto control the power for the brake and to apply manual pressure to the brake, each of said operating devices bein unafiected by the application of the other.

2. A vehicle having a throttle, a power clutch, and a power brake, an operating member controlling the throttle and the power for the clutch and the power for the brake, and another operating member arranged to control the power to either apply or release the brake and to apply manual pressure to thebrake, each of said operating devices being unaffected by the application of the other.

3. A vehicle having a throttle, a power clutch, and a power brake, an operating member controlling the throttle and the power for the clutch and the power for the brake, and another operating member arranged to control the power to either apply or release the brake and to apply manual pressure to the brake, said second operating member being unaffected by the application of the first operating member.

4. A vehicle having a throttle, a power clutch, and a power brake,an operating member controlling the throttle and the power for the clutch and the power for the brake, and another operating member arranged to control the power to apply the brake and to apply manual pressure to the brake, said first operating member being unaffected by the application of the second operating member.

5. Operating mechanism comprising a lever connected to operate brakes or the like, a power device connected to said leverto operate it, a control device for the power device,-a pivoted control lever having one part connected to'the control device and another part connected to apply physical force to the lever, and another control lever having one-way engagement with said first lever to apply physical force thereto and actuating said first lever to rock said pivoted control lever to operate the control device.

6. An automotive vehicle provided with a brake mechanism, power means for operating said mechanism comprising a pressure differential op-. erated motor, a valve for controlling the operation of the motor, two separate manually operable members, and connections interconnecting the brake mechanism, motor,'valve, and manually operable members, said connections being so constructed and arranged as to provide for a simultaneous physical operation of the brake mechanism, and an operation of the valve to initiate a power application of the brake mechanism with the actuation of one of said manually operable members and to provide, with the actuation of the other manually operable member, an operation of the valve mechanism to initiate a power application of the brake mechanism prior to a physicaloperation of said mechanism by said other manually operable member.

7. An automotive vehicle provided with an accelerator, a clutch and a brake pedal, accelerator controlled power means for operating the clutch,

and means interconnecting the pedal and accelerator whereby upon applying the brakes the power means is energized to disengage the clutch.

8. An automotive vehicle provided with a throttle, an accelerator, brakes, a clutch and a brake pedal, power means for operating the clutch including a valve, and means interconnecting said valve, throttle, accelerator, and brake pedal whereby upon applying the brakes through the intermediary of said pedal the accelerator is returned to its oil position to close the throttle and the aforementioned valve is operated to effect a oeeela fl 1y operating the throttle and clutch by the accelerator and. the brakes by the brake pedal.

10. An automotive vehicle provided with brakes, a manually operated accelerator and a mually operated brake pedal, power means for operating the brakes comprising valve means for controlling the operation of the power means, connections interconnecting the accelerator, brake pedal, brakes and valve means whereby the valve means y be independently operatm by either the accelerator or the pedal, said aforementioned connections including means interconnecting the manually operable members and brakes whereby the latter may be physically operated by each or 5 

